ES2677495T3 - Assembly method of an fuselage and an aircraft fuselage - Google Patents

Abstract

A method of assembling a fuselage, said method comprises: providing a first barrel section (210) that includes a body (212) extending from a first end (211) to a second end (213); providing a second barrel section (220) that includes a body (222) extending from a first end (221) to a second end (223); coupling the second end (213) of the first barrel section to the second end (223) of the second barrel section; and inducing a compressive force to at least one of the first barrel section (210) and the second barrel section (220) to maintain the coupling between them, wherein each of said second end (213) of the first section of barrel and said second end (223) of second barrel section have a thickness that is greater than a thickness of said first and second barrel sections (212, 222), the largest thicknesses configured to engage with said at least one member , and wherein each of said second end (213) of the first barrel section and said second end (223) of the second barrel section comprise a plurality of nodes (214a, 214b, 214c, 224a, 224b, 224c) formed inside that can function to engage said at least one member.

Description

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DESCRIPTION

Method of assembly of an fuselage and an aircraft fuselage Background

The field of the present disclosure relates in general to the construction of aircraft, and more particularly to methods and systems for use in the assembly of an aircraft fuselage. At least some known fuselage assemblies are manufactured using a paneled construction using a plurality of barrel sections that include a combination of longuerones, stringers, bulkheads and frames. The longuerones, stringers, bulkheads and frames reinforce the lining of the aircraft and maintain a rigid cross-sectional shape of the fuselage. In addition, the manufacture of aircraft components requires thousands of fasteners. Fasteners are used to attach the components of the substructure to the liner of the aircraft and attach the adjacent sections of the barrel together. For example, in known assemblies in which the barrel sections are joined from end to end, it is known to join the ends of the barrel sections together and use fasteners to prevent barrel sections from separating from each other.

The document of the United States 2010/0320322 A1 is considered the closest prior art and is related to a cross-sectional connection between two fuselage sections, more particularly to create a fuselage cell for an aircraft, with a number of stringers arranged uniformly separated parallel to each other inside an outer liner. In order to allow universal tolerance compensation with standardized compensation means within a predetermined tolerance band between two fuselage sections that are to be joined together, it is proposed that both end areas of the fuselage sections have inside lining crib faces with opposite inclination and the connection of the two end areas is carried out by a circumferential transverse stop belt which is provided with two opposite inclined transverse stop belt cradle faces in the area below in where a cradle can be pushed between each transverse stop belt cradle face and a liner cradle face to compensate for tolerance between the fuselage sections.

Recently, at least some known aircraft components have been increasingly manufactured from composite materials in combination with other materials such as aluminum, titanium and steel. Composite materials generally reduce the weight of the aircraft, which leads to increases in the fuel efficiency of the aircraft. However, in at least some known fuselages assembled from composite materials, one-piece barrel sections are manufactured and coupled together end to end in a manner similar to that of a traditional fuselage barrel assembly.

The coupling of traditional and composite barrel sections together requires precision drilling holes for fasteners. Precisely drilling the fastener holes can be a slow and laborious task that in some cases can represent up to at least half of the total manufacturing time for the assembly of the fuselage barrel section. In addition, drilling holes may require deburring before fasteners are used. The removal of fasteners facilitates the reduction of the total weight of the finished assembly. In addition, the use of thousands of fasteners increases the weight of the joint and can increase the amount of stress induced in the joint.

Short description

In one embodiment, a method (claim 1) of assembling a fuselage is provided. The method includes providing a first barrel section that includes a body that extends from a first end to a second end, and that provides a second barrel section that includes a body that extends from a first end to a second end The method further includes coupling the first end of the second barrel section to the second end of the second barrel section and inducing a compression force to at least one of the first barrel section and the second barrel section to maintain the coupling between they. Each of said first end of the second barrel section and said second barrel section end has a thickness that is greater than the thickness of said first and second barrel section bodies, the larger thicknesses are configured to engage with said less a member Each of said second end of the first barrel section and said second end of the second barrel section comprises a plurality of nodules formed therein which can function to engage said at least one member.

In another embodiment, an fuselage assembly is provided (claim 5). The fuselage assembly includes a first barrel section that includes a body that extends from a first end to a second end and a second barrel section coupled to said first barrel section. The second barrel section includes a body that extends from a first end to a second end, and the second end of the first barrel section is coupled to the second end of the second barrel section. At least one member maintains a coupling between the first barrel section and the second barrel section. The at least one member induces a compressive force to at least one of the first barrel section and the second barrel section. Every

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one of said first end of the second barrel section and said second barrel section end has a thickness that is greater than the thickness of said first and second barrel section bodies, the larger thicknesses are configured to engage with said at least a member. Each of said second end of the first barrel section and said second end of the second barrel section comprises a plurality of nodules formed therein which may function to be applied to said at least one member.

An aircraft includes a first fuselage component that includes a body that extends from a first end to a second end. A second fuselage component is coupled to the first fuselage component, and the second fuselage component includes a body that extends from a first end to a second end. The first body of the fuselage component and the second body of the fuselage component include an arcuate configuration. At least one member is included that is operable to maintain a coupling between the first fuselage component and the second fuselage component. The at least one member is configured to induce a compressive force to at least one of the first fuselage component and the second fuselage component.

Brief description of the drawings

Figure 1 is a perspective view of an example fuselage assembly.

Figure 2 is a perspective view in section of the fuselage assembly shown in Figure 1.

Figure 3 is a cross-sectional view of an example embodiment of a cradle joint that can be used to assemble a fuselage.

Figure 4 is a sectional view of a cradle passage joint that can be used to assemble a fuselage.

Figure 5 is a cross-sectional view of an example multiphysic capture characteristic gasket that can be used to assemble a fuselage.

Figure 6 is a perspective view of an example splice joint that can be used to assemble a fuselage.

Figure 7 is a topographic and cross-sectional view of an alternative example splice joint that can be used to assemble a fuselage.

Figure 8 is a perspective view of an example folded flange gasket that can be used to assemble a fuselage.

Figure 9 is a perspective view of an example folded flange gasket shown in Figure 8 that can be used to assemble a fuselage.

Figure 10 is a perspective view of an example surface dovetail interlocking joint that can be used to assemble a fuselage.

Figure 11 is an enlarged sectional view of an example wide dovetail interlocking joint that can be used to assemble a fuselage.

Figure 12 is a perspective view of the fuselage assembled using an example conical interlocking joint.

Figure 13 is a perspective view of an example interlocking conical dog bone joint that can be used to assemble a fuselage.

Figure 14 is an external sectional view of an alternative conical dog bone joint that can be used to assemble a fuselage.

Figure 15 is an internal perspective view of a full thickness dog bone joint that can be used to assemble a fuselage.

Figure 16 is a cross-sectional view of an example flap gasket that can be used to assemble a fuselage.

Figure 17 is a sectional view of an example flange capture gasket that can be used to assemble a fuselage assembly.

Figure 18 is a cross-sectional view of an example nested clamp frame gasket that can be used to assemble a fuselage.

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Figure 19 is a cross-sectional view of an example Marmon clamp joint that can be used to assemble a fuselage.

Detailed description

The embodiments described herein are directed to using the principle of physical capture to assemble adjacent aircraft components. More specifically, as described herein, the principle of physical capture is used to couple adjacent barrel sections of the fuselage of an assembled aircraft in a manner that substantially facilitates the essential reduction or elimination of the need for fasteners. As a result, the need to precisely locate and drill multiple fixing holes circumferentially around the fuselage is essentially eliminated. As such, assembly times are substantially reduced.

Figure 1 is a perspective view of an example fuselage assembly 200. In the exemplary embodiment, the fuselage assembly 200 includes a first barrel section 210 and a second barrel section 220. The first barrel section 210 includes a body 212 extending from a first end 211 to a second end 213 and the second barrel section 220 includes a body 222 extending from a first end 221 to a second end 223. In the exemplary embodiment, the respective second ends 213 and 223 of the first and second barrel sections 210 and 220 are coupled to each other to a joint 160. In addition, in an alternative embodiment, the second ends 213 and 223 include physical capture characteristics (not shown in Figure 1).

Figure 2 is a perspective view in section of the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, the seal 160 is defined at a location between the first barrel section 210 and the second barrel section 220. Also, in the exemplary embodiment, barrel section 210 includes a plurality of first stringers 216, and barrel section 220 includes a plurality of second stringers 226. Physical capture features 114 and 124 are formed at second ends 213 and 223 of the respective barrel sections 210 and 220. A compression member 130 and a tension member 132 facilitate the decoupling of the first barrel section 210 from the second barrel section 220. In the exemplary embodiment, the compression member 130 is an inner mold line frame 230 (IML) and the tension member 132 is an outer mold line wrap 232 (OML).

Figure 3 is a cross-sectional view of an example cradle joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). The first barrel section 210 includes the body 212 extending from the first end 211 (shown in Figure 1) to the second end 213. The second end 213 has a thickness T1 that is greater than a thickness T2 of the body 212. For example, the second end 213 may include a cradle 214, that is, a conical thickness T1 that facilitates physical capture. The second barrel section 220 includes the body 222 extending from the first end 221 (shown in Figure 1) to the second end 223. The second end 223 has a thickness T3 that is greater than a thickness T4 of the body 222. For example, the second end 223 may include a cradle 224, that is, a conical thickness T3 that facilitates physical capture. In the exemplary embodiment, barrel sections 210 and 220 are coupled to a joint 260 so that the IML frame 230 is applied to cradles 214 and 224 and induces a compression force for barrel sections 210 and 220 respectively. For example, in the exemplary embodiment, the IML frame 230 substantially encapsulates the cradles 214 and 224. As such, in the case of joint failure along the union joint 260, the IML frame 230 facilitates that section 210 of barrel does not disengage from section 220 of barrel preventing cots 214 and 224 from decoupling from each other. Furthermore, in the exemplary embodiment, the wrapper 232 OML induces a compressive force in barrel sections 210 and 220 to facilitate stabilization of the 230 IML frame and to facilitate the application of the clamping pressure to the cradles 214 and 224.

In the exemplary embodiment, the IML frame 230 is located to encompass the seal 160 and is circumferentially secured against an inner surface 242 of the barrel section 210 and against an inner surface 252 of the barrel section 220. As such, the IML frame 230 induces a compressive force to barrel sections 210 and 220 to facilitate preventing the first barrel section 210 from decoupling from the second barrel section 220. Furthermore, in the exemplary embodiment, the IML frame 230 extends substantially circumferentially around an inner circumference of the barrel sections 210 and 220 in the joint 160. For example, the IML frame 230 can be circumferentially coupled against the first and second sections 210 and 220 of barrel in arched portions.

In addition, in the exemplary embodiment, the fuselage assembly 200 includes the wrapper 232 OML. The OML envelope 232 extends circumferentially around an outer surface 240 of the barrel section 210 and an outer surface 250 of the barrel section 220. In exemplary embodiments, wrapping 232 OML encompasses gasket 160 and is circumferentially secured against external surfaces 240 and 250. As such, the OML envelope 232 induces a compression force to the barrel sections 210 and 220 to effectively hold the gasket 160 and facilitate preventing the first barrel section 210 from decoupling from the second barrel section 220. Besides, the

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compression force induced by the wrapper 232 OML facilitates stabilization of the 230 IML frame by narrowing barrel sections 210 and 220 along the seal 160. More specifically, the compression force is induced to the 230 IML frame along the gasket 160 so that the 230 IML frame is held in position with respect to barrel sections 210 and 220. In alternative embodiments, the OML envelope 232 is placed within a recessed area (not shown) so that an external surface 234 of the OML envelope 232 is substantially level with respect to the external surfaces 240 and 250 of sections 210 and 220 barrel In exemplary embodiments, tension member 132 has a width that is approximately the same as a width of compression member 130. for example, the width of the tension member 132 may be selected such that the wrapper 232 OML applies a uniform pressure force along the width of the frame 230 IML.

During operation, barrel sections 210 and 220 may be distorted, causing barrel sections 210 and 220 to move such that the IML frame 230 moves from internal surfaces 242 and / or 252 of sections 210 and 220 of barrel, respectively. As such, in one embodiment, the fuselage assembly 200 may include a plurality of barrel nuts (not shown) to secure at least one of the 230 IML frame and the OML envelope 232 against a barrel section 210 and / or 220 respective. For example, in such an embodiment, a cylindrical nut bore (not shown) may extend through the sheath 232 OML, the first barrel section 210 and the IML frame 230 to allow a cylindrical nut to be inserted through. Also, in such an embodiment, a cylindrical nut can be inserted through a cylindrical nut hole drilled through the sheath 232 OML, the second barrel section 220 and the IML frame 230. In addition, in an alternative embodiment, a recessed assembly fastener can be inserted into the outer mold line through the bore of the cylindrical nut. The recessed assembly fastener can be coupled with the cylindrical nut so that additional clamping pressure is applied to the cradles 214 and 224 regardless of the presence of barrel deflection.

Figure 4 is a sectional view of an example cradle passage seal 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, the second ends 213 and 223 each include respective cribs 214 and 224 extending from the respective bodies 212 and 222, such that the cribs 214 and 224 are interlocked. For example, when barrel sections 210 and 220 are coupled together, cradle 214 avoids gasket 160 and engages body 222. Similarly, cradle 224 avoids gasket 160 and engages body 212. The IML frame 230 induces a compression force to force barrel sections 210 and 220 and facilitate preventing the first barrel section 210 from decoupling from the second barrel section 220. For example, in the exemplary embodiment, the IML frame 230 is substantially formed against the cradles 214 and 224 and has a conical cross-sectional shape. In the event of a union failure, the cradles 214 and 224 are prevented from disengaging from the 230 IML frame. Wrap 232 OML induces a compressive force for barrel sections 210 and 220 to facilitate stabilization of the 230 IML frame and facilitate the application of clamping pressure to cribs 214 and 224.

Figure 5 is a cross-sectional view of an example multiphase capture seal 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, the first barrel section 210 includes a plurality of physical capture characteristics, such as nodes 214a, 214b and 214c. Similarly, the second barrel section 220 includes a plurality of physical capture characteristics, such as nodules 224a, 224b and 224c. Each nodule 214a, 214b, 214c, 224a, 224b and 224c is thicker than an associated body 212 and 222. The IML frame 230 is substantially coupled with the nodes 214a, 214b, and 214c and 224a, 224b and 224c to facilitate the prevention of the first barrel section 210 being disengaged from the second barrel section 220. In the case of union failure in the union joint 260, nodes 214a, 214b and 214c and 224a, 224b and 224c are prevented from disengaging with the 230 IML frame. Similarly, the OML envelope 232 that substantially engages with nodes 214a, 214b, and 214c and 224a, 224b and 224c induces a compressive force to barrel sections 210 and 220 to facilitate stabilization of the 230 IML frame and also to prevent the separation of nodes 214a, 214b and 214c and 224a, 224b by providing additional clamping pressure in case of adhesion failure.

Figure 6 is a perspective view of an exemplary splice seal 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, each of the barrel sections 210 and 220 includes a strut 314 and 324 that is thicker than bodies 212 and 222, respectively. In the exemplary embodiment, a joint 330 is formed integrally with each section 210 and 220 of a barrel. For example, in the exemplary embodiment, barrel sections 210 and 220 are coupled in assembly since the joint 330 is attached to barrel sections 210 and 220. The joint 330 facilitates preventing the barrel sections 210 and 220 from being disengaged by engaging the struts 314 and 324 during joining. In an alternative embodiment, the joint 330 can be secured to the inner surfaces 242 and 252 of the respective barrel sections 210 and 220 through a contiguous member (not shown). The adjacent member may extend from a first barrel section member 316 to a second barrel section member 326, so that the adjacent member prevents the joint 330 from decoupling from barrel sections 210 and 220.

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Figure 7 is a topographic and cross-sectional view of an alternative cured splice joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). The first barrel section 210 includes a conical stage 374 and a recess 376. In the exemplary embodiment, barrel sections 210 and 220 are integrally formed with joint 330 (shown in Figure 6). Splice 330 prevents the first barrel section 210 from decoupling from the second barrel section 220 when engaged in step 374 and 384 conical during integral formation. Furthermore, in the exemplary embodiment, the joint 330 is coupled through a first opening 378 defined within the barrel section 210, and located in the center of the groove 376. Similarly, the joint 330 is coupled through of a second opening 388 defined in section 220 of barrel. In addition, in the exemplary embodiment, the joint 330 is constructed of a composite material previously impregnated ("prepreg"). As such, joint 330 is co-cured through openings 378 and 388.

Figures 8 and 9 are perspective views of an exemplary folded flange gasket 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, the body 212 includes a folded flange 414 having a flange body 442 that extends substantially parallel to the body 212 of the barrel section. Similarly, body 222 includes a folded flange 424 having a flange body 452 that extends substantially parallel to the barrel section body. In the exemplary embodiment, folded flanges 414 and 424 are substantially aligned with each other when sections 210 and 220 are coupled together. More specifically, in the exemplary embodiment, flanges 414 and 424 are coupled to the internal surfaces 242 and 252 of the first and second barrel sections 210 and 220 so that a space (not shown) is defined between the body 442 and body 212 of the barrel section. Similarly, a space is defined between body 452 and body 222 of the barrel section. Each space is sized to receive a 430 IML flange receiver. For example, each space is approximately one eighth of an inch in length. In the exemplary embodiment, the IML flange receiver 430 slidably engages with flanges 414 and 424 folded so that barrel sections 210 and 220 engage each other. In an alternative embodiment, the IML flange receiver 430 is pressed against the stringers 316 and 326 through a mount (not shown). Also, in the exemplary embodiment, the flange receiver 430 is attached to folded flanges 414 and 424.

Figures 10-15 represent alternative embodiments of physical capture that can be used to assemble the fuselage assembly 200 (shown in Figure 1). For example, in each of the exemplary embodiments, barrel sections 210 and 220 are coupled together using interlocking members. For example, barrel sections 210 and 220 may be interlocked using a dovetail joint or a dog bone joint. Barrel sections 210 and 220 are prevented from decoupling in the embodiments of the dovetail and dog bone joint through a plurality of conical connections defined at the first and second ends 213 and 223 of the second barrel section .

Figure 10 is a perspective view of an example shallow dovetail interlocking joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel sections 210 and 220 each include a plurality of surface dovetails 514 and 524 extending outwardly from a second end 213 and 223 of the respective barrel section. More specifically, in the exemplary embodiment, the first surface dovetail 514 has a first end 516 and a second end 518. The second end 518 is received within a joint area 560 of the second barrel section 220. Similarly, the second surface dovetail 524 has a first end 526 and a second end 528 that is received within a joint area (not shown) of the internal surface 242 (shown in Figure 3). The surface dovetails 514 and 524 facilitate the prevention of decoupling the barrel sections 210 and 220 preventing the plurality of second ends 518 and 528 from passing each other.

Figure 11 is an enlarged perspective view of an example wide dovetail interlocking joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel sections 210 and 220 include a plurality of wide dovetails 534 and 544 each extending from a second end 213 and 223 of the respective barrel section. More specifically, in the exemplary embodiment, the first wide dove tail 534 has a first end 536 and a second end 538. The second end 538 is received within a joint area (not shown) of the second section 220 of barrel. Similarly, the second wide dove tail 544 has a first end 546 and a second end 548 that is received within a joint area (not shown) of the first barrel section 210. Wide dovetails 534 and 544 facilitate the prevention of decoupling barrel sections 210 and 220 preventing the plurality of second ends 538 and 548 from passing each other. The wide dovetails 534 and 544 differ from the superficial dovetails 514 and 524 in that it is more difficult for the wide dovetails 534 and 544 to pass each other as a result of their greater contact angle.

Also, in the exemplary embodiment, the interlocking dovetail seal 160 includes a plug 570. The plug 570 limits the flat movement of the surface dovetails 514 and 524 and / or the wide dovetails 534 and 544. For example, during operation, the 514, 524, 534 and 544 dovetail tails may tend to bend and disengage.

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of internal surfaces 242 and 252 of barrel sections 210 and 220, respectively. In the exemplary embodiment, the plug 570 extends from the crossbar 316 and the second end 538 passed until it comes into contact with the second barrel section 220. The plug 570 facilitates the assurance that the second end 538 is substantially radial even with the second barrel section 220. Cap 570 can be of any suitable size and configuration to limit flat movement. In the exemplary embodiment, the plug 570 has a triangular cross-sectional shape that facilitates a substantially firm engagement with the stringer 316. As such, the plug 570 has a sufficient moment of inertia to prevent detachment, bending or other movement out of the plane of the second end 538 of dovetail.

Figure 12 is a perspective view of an exemplary conical interlock gasket 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel section 210 includes a plurality of conical fingers 554 that are separated in an alternate pattern with joint areas 562 circumferentially around barrel section 210. In an alternative embodiment, the joining areas 562 may be located within the end of a plurality of stringers (not shown) circumferentially spaced around the inner surface 242 of the barrel section 210.

In addition, in the exemplary embodiment, barrel sections 210 and 220 are interlocked through fingers 554 and 574 conics. For example, when the conical fingers 554 of the barrel section 210 are coupled to the barrel section 220, the conical fingers 554 expand in such a way that they have a circumference larger than a corresponding circumference of the second barrel section 220. The barrel sections 210 and 220 are forced together and each conical finger 554 is coupled with a joint area 564 of the barrel section 220, and each conical finger 574 is coupled with the joint area 562 of the barrel section 210 . In the exemplary embodiment, the joining areas 562 and 564 have a shape that is substantially similar to a respective conical finger 554 and 574. Once mounted, a second end 558 of the conical finger 554 is adjacent to a first end 576 of the conical finger 574, and a second end 578 of the conical finger 574 is adjacent to a first end 556 of the conical finger 554. Conical fingers 554 and 574 facilitate the prevention of barrel sections 210 and 220 from being disengaged by preventing the plurality of second ends 558 and 578 from passing each other.

In addition, in the exemplary embodiment, barrel sections 210 and 220 include the first staggered recesses 571 and 581 and the second staggered recesses 573 and 583. The slits 571 and 581, and 573 and 583 staggered receive at least one two-layer OML envelope (not shown) that substantially conforms to the profile of the staggered slits. For example, in one embodiment, the two-layer OML envelope may fit within the staggered recesses 573 and 583 so that an outer surface of the two-layer OML envelope is substantially flush with respect to the external surfaces 240 and 250. The OML wrap also facilitates preventing the detachment of the conical fingers 554 and 574 from the respective joint areas 562 and 564. In another alternative embodiment, the conical finger 574 extends from the first end 576 and narrows to the second end 578 so that the second end 578 is not as thick as the first end 576. Although narrowing of the finger 574 is described. conical, it should be understood that the same can be applied to the 554 conical flange. In addition, the narrowing of the finger 574 facilitates the prevention of the detachment of the conical finger 574 from the joint area 562. As such, the narrowing of fingers 554 and 574 facilitates the creation of a substantially flat profile through the joint 160. In addition, in the exemplary embodiment, conical fingers 554 and 574 are both received on the side of the outer mold line of barrel section 210 and 220. As such, the conical fingers 554 and 574 are completely encapsulated by the OML envelope 232 (shown in Figure 2).

Figure 13 is a perspective view of an exemplary interlocked dog bone joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel section 210 includes a conical joint area 582 and the second barrel section 220 includes a conical joint area 584. The conical junction areas 582 and 584 have respective first ends 588 and second ends 586, wherein the second end 586 has a larger surface area than the first end 588. Barrel sections 210 and 220 are coupled in such assembly. so that the conical junction areas 582 and 584 are substantially aligned with each other. In addition, in the exemplary embodiment, a dog bone connector 580 is coupled with each conical junction area 582 and 584. For example, in one embodiment, the dog bone connector 580 has a shape that substantially conforms to the combined shape of the conical junction areas 582 and 584. The distal ends of the dog bone connector 580 facilitate the decoupling of the barrel sections 210 and 220 preventing the distal ends from passing through the first ends 588 of each conical joint area 582 and 584.

Figure 14 is a sectional view and Figure 15 is a perspective view of an example dog bone joint 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). More specifically, Figure 14 is an external view of barrel sections 210 and 220 in joint 160 of an embodiment of conical dog bone, and Figure 15 depicts an internal view of barrel sections 210 and 220 in joint. 160 of an embodiment of dog bone thickness penetration. In the embodiments by way of

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For example, the dog bone connector 580 extends at least partially through barrel sections 210 and 220. In addition, in the exemplary embodiment, the plug 570 facilitates the removal of the stringer and provides a joint area for the transfer of load from the respective barrel sections 210 and 220. For example, the cap 570 can be attached to the internal surfaces 242 and 252 of each barrel section 210 and 220. In the exemplary embodiment, the plug 570 extends from the stringer 316 to the stringer 326 of the barrel section 220. The plug 570 can be of any shape or configuration and in an alternative embodiment, the plug 570 includes distal ends that are wider than a central part of the plug 570.

Also, in the exemplary embodiment, the dog bone seal 160 includes a band 590 that makes it easy to secure each plug 570 and the dog bone connector 580 to barrel sections 210 and 220. For example, band 590 is continuously woven from the inner mold line with the outer mold line circumferentially around barrel sections 210 and 220. More specifically, an IML section 590b of the band 590 is hooked with and secures the cap 570, and is woven to the outer mold line so that the section 590a OML is hooked with and secured to the dog bone connector 580. In addition, in one embodiment, the band 590 substantially circumscribes barrel sections 210 and 220.

In addition, the dog bone joint 160 can accept the deviation of the rotational movement of barrel sections 210 and 220. During assembly, barrel sections 210 and 220 may have to rotate with each other such that a physical capture feature is decoupled from a joint area. The dog bone connector 580 compensates for the rotating movement of the barrel sections 210 and 220 allowing the dog bone connector 580 to travel within the dog bone opening 592. For example, the dog bone joint 160 can accommodate up to a radial offset of approximately .1 "within the second ends 213 and 223 (shown in Figure 1) as well as up to approximately a rotation offset of approximately 2 ° between barrel sections 210 and 220

Figure 16 is a cross-sectional view of an example flap seal 614 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel section 220 includes a first circumferential stepped groove 602 and a circumferential stepped second groove 602. Each circumferential stepped groove 602 and 604 extends radially inwardly with respect to the second barrel section body 222. The barrel section 210 includes a physical capture feature such as a flap seal 614. The flap seal 614 is received within the second circumferential stepped groove 604 so that an outer surface 640 of the flap seal 614 is substantially flush with an outer surface 650 of the first circumferential stepped groove 602. In the exemplary embodiment, the wrapper 232 OML induces a compressive force in barrel sections 210 and 220 to prevent uncoupling of the flap seal 614 of the second circumferential stepped groove 604. For example, the OML envelope 232 can be coupled to the outer surfaces 640, the outer surface 650 and the first circumferential stepped groove 602. The wrapper 232 OML can also have a thickness T5 such that the outer surface 234 of the wrapper 232 OML is substantially flush with respect to the outer surfaces 240 and 250.

Figure 17 is a sectional view of a flange catch that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel sections 210 and 220 include a first flange 718 and a second flange 728 that extend substantially perpendicularly from each respective barrel section 210 and 220. The first barrel section 210 includes a first body 712 and a first side wall 714, and the second barrel section 220 includes a second body 722 and a second side wall 724. In the exemplary embodiment, the IML frame 730a is coupled to the flange 718 and the body 712, and the IML frame 730b is coupled to the flange 728 and the body 722. In addition, the IML frames 730a and 730b are configured to prevent the first and second barrel sections 210 and 220 are disengaged. For example, in one embodiment, the IML frame 730a is located between the first side wall 714 and the flange 718, and the IML frame 730b is located between the first side wall 724 and the flange 728. Each IML frame 730a and 730b is located such that the respective side walls 714 and 724 force the frames 730a and 730b IML against the respective flanges 718 and 728. In one embodiment, the frames 730a and 730b IML are secured to the flanges 718 and 728 through a plurality of bolts (not shown) through a screwed opening 740. As such, by forcing the 730a and 730b IML frames against the respective flanges 718 and 728, they facilitate the prevention that the first barrel section 210 is disengaged from the second barrel section 220 by capturing the flanges 718 and 728 between the frames 730a and 730b IML.

Figure 18 is a cross-sectional view of illustrative clamp frames that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, barrel section 220 includes flange 728, body 822 and frame 730b IML. The 730b IML frame includes clamps 824a, 824b and 824c. In addition, in the exemplary embodiment, an IML 930b frame is placed adjacent to flange 728 and includes clamps 924a, 924b and 924c. The IML frame 730b and the IML frame 930b are integrally formed in the barrel section 220 through heating frames 730b and 930b and the barrel section 220. As such, the clamps 824a, 824b and 824c and the clamps 924a, 924b and 924c sink into the barrel section 822 body.

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The frames 730b and 930b IML are then secured to the flange 728. In addition, the integration of the clamps 824a, 824b and 824c and the clamps 924a, 924b and 924c in the barrel section 822 substantially eliminates the need for fasteners to the flush inserted through section 220 of barrel.

Figure 19 is a cross-sectional view of an example Marmon clamp seal 160 that can be used to assemble the fuselage assembly 200 (shown in Figure 1). In the exemplary embodiment, IML frames 730a and 730b are coupled to respective interior surfaces 242 and 252 of barrel sections 210 and 220. The IML frame 730a includes a first ridge 814 located adjacent to a second ridge 824 of the 730b IML frame. The clamp 832 is coupled with the ridges 814 and 824 to substantially prevent the IML frame 730a from decoupling from the IML frame 730b. In addition, a compression force can be applied through the wrapper 232 OML to the clamp 832 so that the clamp 832 is compressively coupled with the first and second ridges 814 and 824.

In each of the joint embodiments described herein, and more specifically with respect to the cradle, nodule and splice joint embodiments, the physical capture characteristics can be constructed of any suitable material. For example, in one embodiment, the physical capture characteristics can be constructed from a composite material that includes a plurality of filler layers. The implementation of the composite material in the construction of the physical capture characteristics requires the narrowing of the thickness of the compound through the use of strategic disposable layers. The resulting physical capture feature has a greater thickness that facilitates physical capture.

In accordance with one aspect of the present disclosure, an aircraft is provided comprising a first fuselage component comprising a body extending from a first end to a second end, said first body of fuselage component comprising an arcuate configuration , a second fuselage component coupled to said first fuselage component, said second fuselage component comprising a body extending from a first end to a second end, said second fuselage component body comprising an arcuate configuration and at least an operable member for maintaining a coupling between said first fuselage component and said second component fuselage, wherein said at least one member is configured to induce a compressive force to at least one of said first fuselage component and said second fuselage component .

Advantageously, the aircraft further comprises a plurality of clamps integrally formed with at least one of said first fuselage component and said second fuselage component. Advantageously, the aircraft further comprises a flange coupled to at least one of said first second fuselage component and said second end of second fuselage component, said at least one member configured to be pressed against said flange by one of said first body of component of fuselage and said second body of the fuselage component. Advantageously, the aircraft further comprises a folded flange coupled to at least one of said second end of the first fuselage component and said second end of the second fuselage component, said at least one coupling member slidably engaged with at least one of said first folded flange and said second folded flange. Advantageously, each of said second end of the first barrel section and said second end of the second barrel section comprises a cradle portion configured to engage with said at least one member.

The systems and methods for use in the assembly of a fuselage described herein facilitate the manufacture of an aircraft fuselage. More specifically, the assemblies described herein facilitate the reduction of the manufacturing time of an aircraft fuselage by essentially eliminating the need for fasteners when fuselage barrel sections are coupled together. Using fasteners to couple sections of fuselage barrels together is a slow process that involves accurately locating, drilling and deburring the holes the fasteners receive. In addition, drilling holes through carbon fiber material can weaken the material. As such, carbon fiber barrel sections that use fasteners include additional filler layers to facilitate compensation of weakened material. By essentially eliminating the need for fasteners, manufacturing time is reduced without compromising the effectiveness of the joints that attach the barrel sections together. In addition, the weight is essentially reduced by eliminating the need for fasteners and reducing the amount of carbon fiber material used to compensate for the weakened material caused by the presence of perforation holes.

This written description uses examples to disclose the best mode, and also to allow any person skilled in the art to practice the described embodiments, which includes the manufacture and use of any device or system and the performance of any incorporated method. The patentable scope is defined by the claims, and may include other examples that occur to those skilled in the art. Said other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

Claims (13)

5 10 fifteen twenty 25 30 35 40 Four. Five 1. A method of assembling a fuselage, said method comprises: providing a first barrel section (210) that includes a body (212) extending from a first end (211) to a second end (213); providing a second barrel section (220) that includes a body (222) extending from a first end (221) to a second end (223); coupling the second end (213) of the first barrel section to the second end (223) of the second barrel section; Y induce a compression force to at least one of the first barrel section (210) and the second barrel section (220) to maintain the coupling between them, wherein each of said second end (213) of first barrel section and said second end (223) of second barrel section have a thickness that is greater than a thickness of said first and second section bodies (212, 222) of section of barrel, the largest thicknesses configured to engage with said at least one member, and wherein each of said second end (213) of the first barrel section and said second end (223) of the second barrel section comprise a plurality of nodes (214a, 214b, 214c, 224a, 224b, 224c) formed in its interior that can function to engage said at least one member. 2. The method according to claim 1, wherein inducing a compression force comprises at least one of: securing a compression member (130) circumferentially against an internal surface of at least one of the first and second barrel sections (210, 220) to induce a compression force of the coupling between them; Y securing a tension member (132) circumferentially against an outer surface of at least one of the first and second barrel sections (210, 220) to induce a compression force of the coupling therebetween. 3. The method according to claims 1 and 2, wherein inducing a compression force further comprises coupling a cradle (214, 224) formed at the second ends of the first and second barrel sections (210, 220) to facilitate Physical capture 4. The method of any one of claims 1-3, wherein coupling the second end (213) of the first barrel section to the second end (223) of the second barrel section comprises using a plurality of interlocking members for coupling the first end of the barrel section (210) to the second end of the barrel section (220). 5. An fuselage assembly comprising: a first barrel section (210) comprising a body extending from a first end (211) to a second end (213); a second barrel section (220) coupled to said first barrel section (210), said second barrel section (220) comprises a body extending from a first end (221) to a second end (223), the second end of said first barrel section (210) coupled to the second end of said second barrel section (220); Y at least one member that maintains a coupling between said first barrel section (210) and said second barrel section (220), wherein said at least one member induces a compressive force to at least one of said first section (210) of barrel and said second section (220) of barrel, wherein each of said second end (213) of first barrel section and said second end (223) of second barrel section have a thickness that is greater than a thickness of said first and second section bodies (212, 222) of section of barrel, the greatest thicknesses configured to engage with said at least one member, and characterized in that each of said second end (213) of the first barrel section and said second end (223) of the second barrel section comprise a plurality of nodes (214a, 214b, 214c, 224a, 224b, 224c) formed therein which can function to engage said at least one member. 5 10 fifteen twenty 25 6. The fuselage assembly in claim 5, wherein said at least one member is sized to extend circumferentially about at least one of an external surface and an internal surface of at least one of said first section (210) of barrel and said second section (220) of barrel. 7. The fuselage assembly in any of claims 5 to 6, further comprising at least one barrel nut configured to secure said at least one member to said first barrel section (210) and said second barrel section (220) . 8. The fuselage assembly in any of claims 5-7, wherein said second end (213) of first barrel section is configured to engage with said second end (223) of second barrel section when said first section (210 ) of barrel is coupled to said second section (220) of barrel. 9. The fuselage assembly according to claim 8, wherein said second end (213) of first barrel section is interlocked with said second end (223) of second barrel section using at least one dog bone connection, a dovetail connection, and an overlap joint connection. 10. The fuselage assembly according to claim 9 further comprising a plug (570) coupled to an inner surface of each of said first and second barrel sections (210, 220), said plug configured to limit flat motion of each of said second ends of barrel section. 11. The fuselage assembly according to claim 10, wherein said dog bone connection comprises a dog bone connector that alternates circumferentially with said plug (570), said dog bone connection further comprises a band woven configured to secure said stopper and said dog bone connector to at least one of said first barrel section (210) and said second barrel section (220). 12. The fuselage assembly according to claim 9, wherein said dovetail connection comprises a conical finger (554, 557) extending from said first barrel section (210), said conical finger sized to be received within a defined area of union within said second section (220) of barrel. 13. The fuselage assembly of any of claims 5-12, wherein said at least one member is integrally formed with at least one of said first barrel section (210) and said second barrel section (220).